Hate center-facing? Take a seat on 130 years of ‘L’ trains

Alton Kaste / Chicago Tribune
Chicago's first elevated car is shown in its new storage location in the car barn at 1001 Wrightwood Ave. in 1963. Car No. 1, which was made of wood, traveled the city's rapid transit lines from 1892 to 1937, when it was retired and saved as a historical piece. It was restored in 1959 to its original condition.
Russell V. Hamm / Chicago Tribune
Worker Andy Hodowanic checks on the roof of a train car while Mike Fabian works on a wheel Sept. 15, 1950, at the CTA shops on Oakton Street in Skokie. The facility was destined to be the main repair center for the rapid transit system. An addition to the current building was planned so that the shop could handle the volume of all types of repairs.
Frank Hanes / Chicago Tribune
Rail cars at 96th Street and the Dan Ryan Expressway are parked Dec. 17, 1979.
Carl Hugare / Chicago Tribune
Rapid transit riders who succeeded in getting onto an "L" train during a CTA strike on Dec. 20, 1979, found themselves packed into the cars.
Walter Kale / Chicago Tribune
The first two rail cars of an order of 300 new Budd Co. cars for the CTA at the CTA's Skokie shop, 3701 Oakton St., on March 6, 1981.
Jose M. Osorio / Chicago Tribune
The CTA's 2400 Series "L" cars arrive at the Washington train stop, at Wells Street, in Chicago's Loop on Jan. 21, 2015, during their last run.
Jack Mulcahy / Chicago Tribune
Police Lt. Patrick Condon and Detective Francis Valkenburg view the damaged platform of an elevated train car after a crash at 69th Street and Normal Avenue on Oct. 8, 1952. Five passengers were injured in the crash.
Chris Sweda / Chicago Tribune
Commuters sit face to face in a new 5000 Series "L" car on the Red Line on April 29, 2010.
Michael Budrys / Chicago Tribune
Looking south at the elevated tracks of the CTA system on Wabash Avenue at Lake Street on Sept. 19, 1975.
Quentin C. Dodt / Chicago Tribune
A victim is carried between the north- and southbound tracks Sept. 13, 1974. A northbound CTA train crashed into the rear of another train just north of the Bryn Mawr station.
Brian Cassella / Chicago Tribune
Riders on a CTA "L" Red Line subway train commute in a new 5000 Series car Aug. 1, 2013.
Carl Hugare / Chicago Tribune
In the fourth day of the CTA strike, only 23 trains were running citywide on emergency limited service routes on Dec. 20, 1979. Too few seats and too many riders left some brave souls out in the cold.
Chicago Tribune historical photo
A steam-powered engine pulls an elevated train along the Lake Street "L" tracks.
Max Arthur / Chicago Tribune
Looking west along the Lake Street elevated tracks from Wells Street on April 16. 1951, after an "L" car derailed. The car scraped a corner of the signal tower before coming to a stop. No one was injured. (An arrow superimposed on the photo is pointing to the tower.)
Arthur Walker / Chicago Tribune
Elevated cars reflecting rapid transit experts' ideal ride, shown Jan. 23, 1975, were slated to run on the CTA's Skokie Swift Line.
Chicago Tribune historical photo
The CTA elevated trains at Lake and Wells streets in 1919.
Louis Paus / Chicago Tribune
Workmen unload two of four new rail cars at 314 W. 63rd Street in Chicago in 1951. The cars were built in St. Louis.
Leonard Bartholomew / Chicago Tribune
The view south along CTA elevated tracks shows how a four-car Evanston-bound train, halted by a signal, was struck in the rear by a Howard Street train as it moved north out of the Wilson Avenue station in 1959. Firefighters worked for 20 minutes to free the motorman of the second train. About 50 people were taken to hospitals for treatment.
Jack Mulcahy / Chicago Tribune
A four-car elevated subway train made up of converted Green Hornet street cars is given a test run at Wilson Avenue on March 11, 1954. The CTA planned to eventually have 250 of the converted cars, at a cost of $32,332 each.
Ray Walker / Chicago Tribune
A new air-conditioned CTA train, left, sits at the Wabash Avenue and Madison Street elevated station June 11, 1964, as an older train runs through. The public took free rides on the new train.
Nancy Stone / Chicago Tribune
Crews work on rail cars June 12, 2012, at the Bombardier Transportation factory in Plattsburgh, N.Y., which manufactures rail cars for the CTA.
Jose M. Osorio / Chicago Tribune
The Chicago Transit Authority's 2400 Series "L" cars arrive at the Washington train stop, at Wells Street, in Chicago's Loop on Jan. 21, 2015. The 2400 Series, which dates from the mid- to late 1970s, was being retired from passenger service and made its last public run in Chicago's Loop.
Phil Velasquez / Chicago Tribune
Derek Stawikoski, of Bombardier Transportation, performs maintenance on the door of a 5000 Series CTA car at the CTA train repair facility in Forest Park on June 5, 2013.
Phil Velasquez / Chicago Tribune
Rail supervisor Chris Fisher, left, and switchman Edward Fernandez, in train, move a 2200 Series rail car out of the Rosemont garage Aug. 7, 2013. The 44-year-old 2200 Series cars were to make a retirement run tomorrow.
Chicago Tribune historical photo
WAVES, members of the women's branch of the Naval Reserve, take a ride on Chicago's new subway car that was helping their recruiting drive in October 1943, during World War II.
George Quinn / Chicago Tribune
Old wooden elevated line cars burn June 19, 1957, at the CTA's rapid transit yard in Skokie, where 23 cars were destroyed. Ninety more of the outmoded cars were set to be burned the next week. The wooden cars were replaced with metal cars.
Chicago Tribune historical photo
Looking north from Madison Street with the Market Street "L" and stub, marking the end of the line before it was removed in 1948.
Chicago Tribune historical photo
A train runs atop the Wells Street Bridge in an undated photo.
Alex Garcia / Chicago Tribune
Passengers board at 95th Street on the CTA's 5000 Series rail cars, which began testing with commuters on the Red Line, on April 19, 2010.
Jose M. Osorio / Chicago Tribune
A Chicago Transit Authority 5000 Series rail car is trucked out of the Skokie shop and loaded onto a flatbed so it can be transported via a truck Aug. 27, 2015. The last of the CTA's new rail cars was being transported after passing final inspection to be entered into service.
Carl Hugare / Chicago Tribune
Two riders hang on as they pull out from the Fullerton station Dec. 20, 1979. Overcrowding on the limited service trains because of a strike forced passengers to try ingenious — and perilous — ways of getting to work.

PUBLISHED: May 4, 2016 at 1:00 a.m. | UPDATED: May 16, 2019 at 2:59 p.m.

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The CTA’s next generation of rail cars will include a mix of forward-facing and aisle-facing seats, a pretty quick departure from the unpopular aisle-facing seats on the 5000 series. The $1.3 billion project, approved in March, will replace half of the CTA’s train fleet with newer 7000 series cars to be built over 10 years. The first cars will hit the rails in 2019.

Since wooden train cars of the early 1890s, about a dozen different series of cars have traveled on the “L,” a 130-year evolution in the experiences of commuters. Here are highlights.

Wooden rolling stock

Specifications

Seats: 46
Length: 46 feet
Width: 8 feet, 8 inches
Height: 12 feet, 6 inches
Builder: Jackson & Sharp

About

These wooden cars were pulled by steam locomotives and featured doors on either end of the car. Interiors were luxurious with varnished wood, ornate lighting, slatted window shades, cork floor mats and rattan seats. Originally, the cars were heated by steam from the locomotives and were lit by gas lights supplied from tanks under the floor.

4000 series

Specifications

Seats: 52
Length: 48 feet, 6 inches
Width: 8 feet, 8 inches
Height: 12 feet, 3 inches
Builder: Cincinnati Car Co.

About

The first steel body cars had wide pneumatic sliding doors at each end of the car. The more advanced “plushies,” built in the early 1920s featured plush seats, circulating fans and porcelain enamel handles to hold on.

5000 series

Specifications

Seats: 96
Length: 88 feet, 7 inches
Width: 8 feet, 8 inches
Height: 12 feet, 2 inches
Builder: Pullman Car Co., St. Louis Car Co.

About

Three passenger compartments were mounted on four sets of wheels. Passengers could move between through end doors.

6000 series

Specifications

Seats: 47-51
Length: 48 feet
Width: 8 feet, 8 inches
Height: 11 feet, 10 inches
Builder: St. Louis Car Co.

About

These cars were the CTA’s guinea pigs, used for all sorts of trials involving lights, signs and window types throughout the 1960s and ’70s. These were the first cars to experiment with air conditioning in 1958.

2000 series

Specifications

Seats: 47-52
Length: 48 feet
Width: 8 feet, 8 inches
Height: 12 feet
Builder: Pullman Car Co.

About

Innovations included fluorescent lights, picture windows, air conditioning and remote-controlled destination signs.

2200 series

Specifications

Seats: 47-51
Length: 48 feet
Width: 8 feet, 8 inches
Height: 12 feet
Builder: Budd Company

About

First cars with the current stainless steel look. Features included large windows and roof-mounted air conditioning. A 1990 rehab replaced the padded seats with fiberglass seat frames with inserts. An openable window on top of the standard window was also added.

2400 series

Specifications

Seats: 45-49
Length: 48 feet
Width: 8 feet, 8 inches
Height: 12 feet
Builder: Boeing-Vertol

About

The first cars in more than 50 years to have sliding doors.

2600 series

Specifications

Seats: 43-49
Length: 48 feet
Width: 8 feet, 8 inches
Height: 12 feet
Builder: Budd Company/Transit America

About

The 2600s’ interior space is slightly larger than the 2400. The seating arrangement is unchanged except for the addition of a single wheelchair-friendly fold-up seat behind the cab. Increased use of fiberglass insulation reduces noise levels.

3200 series

Specifications

Seats: 39
Length: 48 feet
Width: 8 feet, 8 inches
Height: 12 feet
Builder: Morrison-Knudsen

About

After a brief hiatus, the design again included hopper windows. These are the first cars to adopt LED destination signs. As ridership increases, seating is sacrificed to make more standing room. A few of the cars had all seats removed and were labeled “MAX.” The trial proves unpopular with riders and causes weight distribution problems on the train.

5000 series

Specifications

Seats: 38
Length: 48 feet
Width: 8 feet, 8 inches
Height: 12 feet
Builder: Bombardier Transit Corporation

About

These cars featured the unpopular aisle-facing seating. New features also include LED lights inside and out, seven interior security cameras, onboard event recorder (i.e. black box), interior system maps with location indicator lights, chimes when the doors opened and glow-in-the-dark floor markings.

7000 series

Specifications

Seats: TBD, at least 38
Length: 48 feet
Width: 8 feet, 8 inches
Height: 12 feet
Builder: CSR Sifang America JV

About

The exterior and interior design of these cars is yet to be determined. Early renderings show seating will consist of a mix of aisle- and side-facing seats.

Sources: Chicago Transit Authority, chicago-l.org, Tribune reporting

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url: “https://api.instagram.com/oembed/?url=http://instagr.am/p/” + rawInsta
}).done(function(data){
$thisFigure.html( data.html );
}).success(function(data){
try {
window.instgrm.Embeds.process();
} catch(e) {/* Do nothing*/}
});
$( this ).removeClass( ‘raw-insta’ ).text(“”);
});

/* Render brightcove */
$( ‘.raw-brightcove’ ).each(function( index ){
var rawBright = $( this ).text().trim();
var $thisFigure = $( this );
$( this ).removeClass( ‘raw-brightcove’ ).text(“”);
$thisFigure.html(““);
});
brightcove.createExperiences();

/* Render Facebook */
$(‘div.fb-post’).each(function() {
$(this).html(”);
$(this).removeAttr(‘fb-xfbml-state’);
$(this).removeAttr(‘fb-iframe-plugin-query’);
$(this).attr(‘data-width’, $(this).parent().width()-10);
});

/* Make Facebook Responsive */
$( window ).resize(function() {
if($(‘div.fb-post’).length != 0) {
$(‘div.fb-post’).each(function() {
$(this).html(”);
$(this).removeAttr(‘fb-xfbml-state’);
$(this).removeAttr(‘fb-iframe-plugin-query’);
$(this).attr(‘data-width’, $(this).parent().width()-10);
});
if (typeof FB !== ‘undefined’){
FB.XFBML.parse();
}
}
});

/* Remove all elements */

.pb-f-article-body #story .heroic {
display: none;
}

.pb-f-article-body #story div p, .pb-f-article-body #story div h2, .pb-f-article-body #story div h3, .pb-f-article-body #story div ul, .pb-f-article-body #story div ol {
max-width: 792px;
margin: 18px auto;
}

.pb-f-article-body #story div h2, .pb-f-article-body #story div h3 {
margin: 40px auto 25px auto;
}

.pb-f-article-body #story .benton-title, .pb-f-article-body #story h2.question, .pb-f-article-body #story h3.question {
font-family: ‘Benton Gothic Bold’;
line-height: inherit;
}

.pb-f-article-body #story .date-title {
font-family: ‘Benton Gothic Regular’;
margin: 60px auto -20px auto;
text-transform: uppercase;
font-size: 17px;
}

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